WO2021213325A1 - 一种巡航控制方法、***及车辆 - Google Patents

一种巡航控制方法、***及车辆 Download PDF

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Publication number
WO2021213325A1
WO2021213325A1 PCT/CN2021/088124 CN2021088124W WO2021213325A1 WO 2021213325 A1 WO2021213325 A1 WO 2021213325A1 CN 2021088124 W CN2021088124 W CN 2021088124W WO 2021213325 A1 WO2021213325 A1 WO 2021213325A1
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Prior art keywords
vehicle
lane
cut
parameter
preset
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PCT/CN2021/088124
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English (en)
French (fr)
Inventor
李金川
隗合佳
李书利
甄龙豹
李普
高莎莎
张凤月
张洪宁
董红
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长城汽车股份有限公司
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to US17/758,172 priority Critical patent/US20230028980A1/en
Priority to EP21793756.4A priority patent/EP4067188A4/en
Publication of WO2021213325A1 publication Critical patent/WO2021213325A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0027—Planning or execution of driving tasks using trajectory prediction for other traffic participants
    • B60W60/00274—Planning or execution of driving tasks using trajectory prediction for other traffic participants considering possible movement changes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/10—Number of lanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
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    • B60W2554/404—Characteristics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
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    • B60W2554/4043—Lateral speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4045—Intention, e.g. lane change or imminent movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
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    • B60W2554/804—Relative longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
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    • B60W2554/806—Relative heading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed

Definitions

  • the present disclosure relates to the field of automobile technology, and in particular to a cruise control method, system and vehicle.
  • the adaptive cruise control (Adaptive Cruise Control, ACC) system is an intelligent automatic control system. While maintaining the driver’s pre-set speed for the vehicle, it can also be based on the relationship between the vehicle and other vehicles on the longitudinal road. Adjust the speed of your own vehicle by distance, the speed of other vehicles, etc. to ensure a safe distance.
  • Adaptive Cruise Control, ACC Adaptive Cruise Control
  • ETC Electronic Toll Collection
  • the present disclosure aims to propose a cruise control method, system, and vehicle to solve the problem that existing vehicles are automatically driving on highways, bridges, etc., and cannot accurately and timely identify other vehicles in adjacent lanes when they pass through the ETC system.
  • the act of stealing the brush causes the driver to switch temporarily, which makes the driving operation inconvenient, and may further cause the driver's economic loss or safety hazards.
  • a cruise control method applied to a first vehicle may include:
  • the first motion parameter includes at least one of a first speed parameter, a first distance parameter, and a first angle parameter;
  • the first vehicle is controlled to stop.
  • the calculating the cut-in probability of the second vehicle to cut into the first lane according to the first motion parameter includes:
  • the travel time of the second vehicle is calculated according to the first speed parameter and the first distance parameter, and the travel time of the second vehicle is calculated according to the first angle parameter And the driving time to determine the probability of the second vehicle entering the first lane.
  • the calculation of the first vehicle in advance Set the stopping time for stopping outside the recognition area, including:
  • the second motion parameter includes a driving speed parameter and a driving acceleration parameter
  • the cut-in probability is greater than or equal to the preset cut-in probability, and the braking time is less than the preset braking time, after controlling the first vehicle to stop, further include:
  • the method further includes:
  • the first vehicle is controlled to stop and the driver is prompted to control the first vehicle.
  • the calculation of the first vehicle in advance Before setting the stopping time for stopping outside the recognition area, it also includes:
  • the target vehicle When the position information and the preset recognition area reach a preset deceleration distance, the target vehicle is controlled to decelerate, and the preset deceleration distance is calculated from the current driving speed, preset driving speed, and deceleration acceleration of the first vehicle get.
  • the method further includes:
  • the cut-in probability is less than the preset cut-in probability
  • the second vehicle cuts into the first lane acquire within a preset time period before and after the cut-in time at which the second vehicle cuts into the first lane Problem data.
  • Another objective of the embodiments of the present disclosure is to provide a cruise control system applied to a first vehicle, and the system includes:
  • the first calculation module is used to calculate that the first vehicle is outside the preset recognition area when the first vehicle is in the first lane and there is a second vehicle in the second lane adjacent to the first lane The stop time of the stop;
  • a parameter acquisition module configured to acquire a first motion parameter of the second vehicle, where the first motion parameter includes at least one of a first speed parameter, a first distance parameter, and a first angle parameter;
  • a second calculation module configured to calculate the probability of the second vehicle entering the first lane according to the first motion parameter
  • the vehicle control module is configured to control the first vehicle to stop when the cut-in probability is greater than or equal to the preset cut-in probability, and the braking time is less than the preset braking time.
  • the second calculation module includes:
  • the first probability calculation sub-module is configured to determine that the second vehicle cuts into the second vehicle according to the first angle parameter and the first distance parameter when the first speed parameter of the second vehicle is zero Probability of cutting into a lane;
  • the second probability calculation sub-module is used to calculate the travel time of the second vehicle according to the first speed parameter and the first distance parameter when the first speed parameter of the second vehicle is not zero , And determine the cut-in probability of the second vehicle to cut into the first lane according to the first angle parameter and the travel time.
  • the first calculation module includes:
  • the parameter acquisition sub-module is used to acquire the second motion parameter and braking safety time of the first vehicle, the second motion parameter includes a driving speed parameter and a driving acceleration parameter;
  • the braking time calculation sub-module is used to calculate the braking deceleration time of the first vehicle according to the driving speed parameter and the driving acceleration parameter;
  • the braking time calculation submodule is also used to calculate the braking time of the first vehicle based on the braking deceleration time and the braking safety time.
  • the system also includes:
  • the human-computer interaction module is configured to prompt the driver to control the first vehicle if the second vehicle does not cut into the first lane within a preset static time;
  • the human-machine interaction module is further configured to, if the second vehicle cuts into the first lane within a preset static time, an alarm is issued for the cut-in behavior of the second vehicle.
  • the vehicle control module is also used for:
  • the first vehicle is controlled to stop and the driver is prompted to control the first vehicle.
  • the parameter acquisition module is also used to acquire position information of the first vehicle
  • the vehicle control module is further configured to control the target vehicle to decelerate when the position information and the preset recognition area reach a preset deceleration distance, and the preset deceleration distance is determined by the current driving speed of the first vehicle , The preset driving speed and deceleration acceleration are calculated.
  • the parameter acquisition module is further configured to acquire the second lane when the cut-in probability is less than a preset cut-in probability, and the second vehicle cuts into the first lane Problem data within a preset time period before and after the time when the vehicle cuts into the first lane.
  • Another object of the present disclosure is to provide a vehicle that includes a system that implements the cruise control method as described above; or, the vehicle includes the cruise control system as described above.
  • the cruise control method, system and vehicle described in the present disclosure have the following advantages:
  • the second vehicle Before the first vehicle enters the preset recognition area from the first lane where the vehicle is located, the second vehicle can be predicted based on the motion parameters of the second vehicle on the adjacent second lane before the vehicle identity recognition is completed in the preset recognition area.
  • One vehicle improves the driving experience of the driver, and can effectively avoid the economic loss or safety hazard of the driver caused by the second vehicle cutting in the adjacent lane, reduce the cost of automatic driving, and improve its safety.
  • FIG. 1 is a schematic flowchart of a cruise control method proposed in an embodiment of the disclosure
  • FIG. 2 is a flowchart of the steps of another cruise control method proposed in an embodiment of the disclosure
  • Fig. 3 is a schematic diagram of the relationship between motion parameters and cut-in probability provided in an embodiment of the present disclosure
  • FIG. 4 is a schematic diagram of an application scenario of a cruise control method provided in an embodiment of the disclosure.
  • FIG. 5 is a schematic structural diagram of a cruise control system proposed by an embodiment of the disclosure.
  • FIG. 6 schematically shows a block diagram of a computing processing device for executing the method according to the present disclosure
  • Figure 7 schematically shows a storage unit for holding or carrying program code implementing the method according to the present disclosure
  • FIG. 8 is a schematic diagram of the relationship between the current driving speed and acceleration specified in the ISO standard
  • FIG. 9 is a schematic diagram of the relationship between the current driving speed and the acceleration change rate specified in the ISO standard.
  • FIG. 1 shows a schematic flowchart of a cruise control method provided by an embodiment of the present disclosure.
  • the cruise control method provided by the embodiment of the present disclosure is applied to a first vehicle, and the method includes steps 101 to 104 .
  • the cruise control method provided by the embodiments of the present disclosure is suitable for a first vehicle equipped with an ACC system that can realize automatic control and automatic driving.
  • the ACC system can control the first vehicle to drive in the first lane based on the speed set by the driver, and
  • the on-board sensor of the first vehicle collects the parameters of other vehicles in the first lane or other lanes for acceleration, deceleration or braking control, so as to realize the automatic driving of the first vehicle.
  • the sensors may include millimeter wave radar and lidar , Camera, etc.
  • Step 101 In the case that the first vehicle is in the first lane, and there is a second vehicle in the second lane adjacent to the first lane, calculate the brake of the first vehicle to stop outside the preset recognition area. Stop time.
  • the second lane may be on the side of the first lane.
  • An adjacent lane may also be two lanes adjacent to both sides of the first lane, and the second vehicle may be at least one vehicle in the second lane separated from the first vehicle by a predetermined distance.
  • the distance information between other vehicles in the second lane and the first vehicle can be preliminarily collected by the on-board sensor of the first vehicle, so as to determine whether there is a second vehicle among other vehicles in the second lane.
  • the ETC system may include vehicle identification equipment, railings, etc.
  • the preset identification area may be that the vehicle identification device recognizes the vehicle through vehicle information, so as to charge a fee, and control the range of raising and releasing the railing according to different vehicles. Recognize device parameters. The shape and size of the preset recognition area may be different. When the vehicle enters the preset recognition area, the vehicle recognition device can collect and recognize the vehicle information, and after the recognition is successful, lift the railing to let it go.
  • the stopping time when the first vehicle brakes at the current driving speed and the final stop position is outside the preset recognition area so that the first vehicle can stop in time, so as to prevent the first vehicle from entering the preset recognition area.
  • the interactive recognition with the vehicle recognition device is successful, and the second vehicle cuts into the first lane to steal the brush.
  • the braking time of the first vehicle may be calculated according to the distance between the first vehicle and the edge or center of the preset recognition area, the driving speed of the first vehicle, and the optional acceleration of the first vehicle.
  • Step 102 Acquire a first motion parameter of the second vehicle, where the first motion parameter includes at least one of a first speed parameter, a first distance parameter, and a first angle parameter.
  • the first motion parameter of the second vehicle may also be acquired through the on-board sensor of the first vehicle, where the first motion parameter may be an information parameter describing the movement state of the second vehicle, and may include the first speed parameter, The first distance parameter, the first angle parameter, etc.
  • the first speed parameter may include the lateral speed, longitudinal speed, lateral acceleration, longitudinal acceleration, etc. of the second vehicle;
  • the first distance parameter may be the vertical distance of the second vehicle from the lane line on the nearest side of the first lane, also It may be the distance along the angle direction;
  • the first angle parameter may be the angle between the second vehicle and the lane line on the nearest side of the first lane, etc.
  • the embodiment of the present disclosure does not specifically limit the type of the second vehicle motion parameter.
  • the angle parameter of the second vehicle may be acquired first, so as to preliminarily determine whether the second vehicle may cut into behavior.
  • the lane line of the second vehicle is closest to the first lane
  • the angle of is 0, it can be considered that the second vehicle is going straight and the probability of cutting-in behavior is low, and further motion parameter collection may not be performed.
  • the second vehicle may have a cutting-in behavior and further collect the corresponding motion parameters. Determine the cut-in probability of the second vehicle.
  • the movement trajectory of the second vehicle can also be predicted based on the movement parameters of the second vehicle, so as to determine whether the second vehicle has a collision point with the first vehicle outside the preset area.
  • the braking time of the first vehicle can be calculated according to the distance from the collision point to the first vehicle, the driving speed of the first vehicle, and the range of the deceleration acceleration of the first vehicle, so as to avoid the first vehicle. Second, the safety hazard of the first vehicle caused by the cut-in behavior of the vehicle.
  • Step 103 Calculate the cutting probability of the second vehicle cutting into the first lane according to the first motion parameter.
  • the probability of the second vehicle entering the first lane can be determined according to the first motion parameter of the second vehicle.
  • the historical motion parameters of the vehicle and the historical behavior data of the vehicle can be collected to determine the probability of cutting into the first lane.
  • the probability of occurrence of different behaviors of the vehicle under different motion parameters, such as going straight, turning, changing lanes, etc., so as to obtain the first motion parameter of the second vehicle after the first motion parameter is collected, the cut-in behavior of the second vehicle can be determined according to the first motion parameter Probability of occurrence.
  • Step 104 When the cut-in probability is greater than or equal to the preset cut-in probability, and the braking time is less than the preset braking time, control the first vehicle to stop.
  • the preset cut-in probability can be used to correspond to the probability that the second vehicle has not yet performed the cut-in behavior, but the cut-in behavior has been determined to be performed.
  • the preset cut-in probability may be 80%. When the probability is 80%, it means that the cut-in behavior of the second vehicle has not yet occurred, but it can be determined that it will definitely happen; in addition, the preset cut-in probability can also be used to correspond to the second vehicle that has already started the cut-in behavior, such as the preset cut-in probability It can be 90%, and it can be considered that the second vehicle has started to perform the cut-in behavior, and those skilled in the art can set the corresponding preset cut-in probability according to actual needs.
  • the preset braking time can be obtained by analyzing the historical operating parameters of the first vehicle. For example, the first vehicle can safely, timely and smoothly under the similar braking distance in the historical operating parameters. The time required for braking.
  • the braking process of the first vehicle may have a safety hazard or the braking process may be bumpy and the experience is poor. You can wait for a period of time for the first vehicle distance After the recognition area is preset, the braking time is recalculated. When the braking time is less than the preset braking time, the first vehicle can be braked.
  • Fig. 2 is a step flow chart of another cruise control method provided in an embodiment of the present disclosure. As shown in Fig. 2, on the basis of Fig. 1, optionally, the step 103 includes:
  • Sub-step 1031 when the first speed parameter of the second vehicle is zero, determine the probability of the second vehicle entering the first lane according to the first angle parameter and the first distance parameter .
  • Sub-step 1032 when the first speed parameter of the second vehicle is not zero, calculate the travel time of the second vehicle according to the first speed parameter and the first distance parameter, and calculate the travel time of the second vehicle according to the The first angle parameter and the travel time determine the probability of the second vehicle entering the first lane.
  • different methods can be selected to determine the cut-in probability according to the first speed parameter of the second vehicle. For example, when the first speed parameter is 0, that is, the second vehicle is in a stationary state.
  • the first angle parameter and the first distance parameter determine the probability of the second vehicle entering the first lane, which can be determined according to the statistical analysis of the vehicle's historical motion parameters and historical behavior data. For example, the greater the first angle parameter, the first The smaller the distance parameter, the greater the cut-in probability; when the first speed parameter is not 0, that is, the second vehicle is in a moving state.
  • the travel time of the second vehicle can be calculated according to the motion parameters of the second vehicle. It may be the time when the second vehicle reaches the lane line on the nearest side of the first lane.
  • the travel time of the second vehicle can be calculated by the following formula:
  • d y is the lateral distance between the second vehicle and the lane line on the nearest side of the first lane
  • v y is the lateral speed of the second vehicle
  • a is the lateral acceleration of the second vehicle
  • t is the travel time of the second vehicle.
  • FIG. 3 is a schematic diagram of the relationship between the motion parameters and the cut-in probability provided in the embodiments of the present disclosure. As shown in FIG. 3, when the first speed parameter is not 0, according to the calculated travel time and the first angle parameter, you can Uniquely determines the cut-in probability of the second vehicle.
  • the step 101 includes:
  • a second motion parameter and a braking safety time of the first vehicle are acquired, where the second motion parameter includes a driving speed parameter and a driving acceleration parameter.
  • Sub-step 1012 Calculate the braking and deceleration time of the first vehicle according to the driving speed parameter and the driving acceleration parameter;
  • Sub-step 1013 Calculate the braking time of the first vehicle according to the braking deceleration time and the braking safety time.
  • the braking time of the first vehicle may include the braking deceleration time and the safety time, where the safety time may include the reaction time of the first vehicle from confirming the braking to actually performing the braking, etc.;
  • the driving acceleration parameter may be the deceleration acceleration , That is, the acceleration in the opposite direction to the driving speed.
  • the braking deceleration time can be the time required for the driving speed of the first vehicle to decrease to 0 when the deceleration acceleration is applied.
  • the value of the deceleration acceleration can be preset and identified according to the distance of the first vehicle The edge or center distance of the area, or the specific determination of the distance to the collision point, can be a fixed value or a value that changes with the braking process.
  • the braking deceleration time of the first vehicle can be calculated, and then the braking deceleration time and the safety time can be added to obtain the actual braking position of the first vehicle The required braking time.
  • the method may further include:
  • Step 105 If the second vehicle does not cut into the first lane within the preset static time, prompt the driver to control the first vehicle.
  • Step 106 If the second vehicle cuts into the first lane within the preset static time, an alarm is issued for the cut-in behavior of the second vehicle.
  • the first vehicle when the first vehicle is controlled to stop, the first vehicle can be controlled to stand still for a preset static time to wait for the response of the second vehicle.
  • the second vehicle When the second vehicle does not cut into the first lane, it may be cut into The probability judgment is wrong, or the second vehicle stops the cut-in behavior.
  • the driver can be prompted to take over the first vehicle and drive the first vehicle under control, or the first vehicle can also be controlled to restart according to the driver’s preset settings. Automatic driving at a predetermined speed; when the second vehicle cuts into the first lane, an alert can be issued for the cut-in behavior of the second vehicle.
  • it can be an alert to the driver, such as outputting "The vehicle ahead cuts into the lane, there is a collision Voice or text such as "Danger”, or it can also be an alarm for the second vehicle, such as outputting a voice or text such as "Your operation violates regulations, the risk is greater", etc., and it can also be captured to get the cut-in behavior of the second vehicle
  • the video data is sent to the traffic supervision department for warning, etc.
  • the embodiments of the present disclosure do not limit the object and method of warning.
  • the method may further include:
  • the first vehicle can be controlled to enter the preset recognition area at the preset driving speed, where:
  • the preset driving speed is the driving speed at which the vehicle identification device in the preset recognition area can recognize the first vehicle. It is usually lower than the driving speed of the first vehicle.
  • the vehicle recognition device of may start to recognize the first vehicle.
  • the preset recognition area may be within 3 meters, 5 meters, etc. from the vehicle recognition device.
  • the first vehicle is controlled to stop and the driver is prompted to control the first vehicle.
  • the vehicle identification device can identify the first vehicle by acquiring the license plate information of the vehicle, the certificate information of the owner, etc., and the vehicle identification device can identify the first vehicle according to the electronic tag information of the first vehicle after successfully identifying the first vehicle.
  • the vehicle recognizes and sends an identification signal to the first vehicle. After the first vehicle receives the identification signal, it can determine whether the vehicle identification device has successfully identified the first vehicle based on the identification signal. If the identification is successful, the preset identification area When the railing is raised, the first vehicle can leave the preset recognition area. If the recognition signal is not received or the recognition signal indicating recognition failure is received, the first vehicle can be controlled to stop and the driver is prompted to control the first vehicle.
  • FIG. 4 is a schematic diagram of an application scenario of a cruise control method provided in an embodiment of the present disclosure. As shown in FIG. 4, it includes a first vehicle 401, a first lane 4011, a second vehicle 402, a second lane 4021, and a preset recognition Area 403, where the preset identification area 403 includes a vehicle identification device 4031, a railing 4032, and an edge line 4033 of the preset identification area.
  • Fig. 4 it can be seen that the distance between the second vehicle 402 and the nearest side of the first lane 4011 is relatively close, and the included angle is relatively large.
  • the first vehicle 401 can be braked to stop before the edge line 4033 of the preset recognition area, and then wait for the second vehicle 402 After the cut-in behavior ends and passes through the preset recognition area 403, the first vehicle 401 is controlled to pass through the preset recognition area 403.
  • the first vehicle 401 can move at a preset speed when passing through the preset identification area 403.
  • the vehicle identification device 4031 can identify the electronic tag of the first vehicle 401.
  • the vehicle 401 can receive the recognition signal sent by the vehicle recognition device 4031 to determine whether the recognition of the first vehicle 401 is successful, so as to determine the subsequent control of the first vehicle 401 to leave the preset recognition area through the raised railing 4032, or control the first vehicle 401 brakes to a stop and prompts the driver to control the vehicle.
  • the method may further include:
  • the target vehicle When the position information and the preset recognition area reach a preset deceleration distance, the target vehicle is controlled to decelerate, and the preset deceleration distance is calculated from the current travel speed, preset travel speed and deceleration acceleration of the first vehicle get.
  • the first vehicle before the first vehicle enters the preset recognition area, in order to make it reach the preset travel speed that can be recognized by the vehicle recognition device, it can be decelerated.
  • the current travel speed of the first vehicle is 120 kilometers per hour.
  • the current driving speed of the first vehicle can be controlled to achieve a gradient of 120 to 60 to 40 to 20 kilometers per hour. Therefore, the stability and safety of the first vehicle during the deceleration process are ensured.
  • the location information of the first vehicle and the location information of the preset recognition area may be the preset recognition area.
  • the location information of the closest side of the identification area to the first vehicle, where the location information can be determined by the GPS (Global Positioning System, global positioning system) of the first vehicle, road map information, etc.
  • GPS Global Positioning System, global positioning system
  • the driving time can also be calculated according to the following basic formula:
  • d is the distance between the position information of the first vehicle and the position information of the preset recognition area
  • v 0 is the current speed of the first vehicle
  • v 1 is the preset travel speed of the first vehicle
  • a is the deceleration acceleration of the first vehicle.
  • the deceleration acceleration slope and the deceleration acceleration limit value can be determined according to the magnitude of the acceleration acceleration parameter in the first vehicle's historical motion parameters and the deceleration experience data fed back by the driver, so as to achieve a comfortable deceleration of the first vehicle during the deceleration process. Control to prevent the vehicle from stumbling.
  • the deceleration acceleration can be obtained according to the ISO (International Standard Organization, International Organization for Standardization) standard.
  • ISO International Standard Organization, International Organization for Standardization
  • the ISO standard is an international standard formulated by ISO in various technical fields other than electrical standards. Among them, the acceleration and The acceleration slope is specified as follows:
  • the X axis is the current driving speed (m ⁇ s), and the Y axis is the deceleration acceleration value (m ⁇ s 2 );
  • the X-axis is the current driving speed (m ⁇ s)
  • the Y-axis is the rate of change of deceleration acceleration (m ⁇ s 3 )
  • the maximum deceleration acceleration that can be used when the first vehicle is at a low speed of 5m ⁇ s is -5m ⁇ s 2.
  • the deceleration acceleration of the first vehicle is from 0m ⁇ s 2 becomes -5m ⁇ s 2 ; further, the deceleration acceleration change rate can also be limited according to the standard, which can be less than or equal to -5m ⁇ s 3 ; in the high-speed section above 20m ⁇ s, the maximum deceleration acceleration that can be used is -3.5m ⁇ s 2 , the rate of change of deceleration acceleration is greater than or equal to 2.5m ⁇ s 3 .
  • the deceleration acceleration parameter in the corresponding range can be selected according to the model, specification, historical movement parameters, etc. of the first vehicle. For example, the current travel speed of the first vehicle is 60 kilometers per hour, the preset travel speed is 20 kilometers per hour, and the vehicle speed is reduced from 60 to 20 kilometers per hour, then the deceleration will be executed according to -3.5m ⁇ s 2.
  • the formula calculates that the first vehicle needs to start decelerating when the distance between the position information of the first vehicle and the position information of the preset recognition area is 35m.
  • the preset driving speed can be set according to the requirements of the vehicle identification device to ensure the vehicle identification device
  • the recognition success rate of the first vehicle improves the efficiency of charging the first vehicle through the ETC system.
  • the method may further include:
  • the cut-in probability is less than the preset cut-in probability
  • the second vehicle cuts into the first lane acquire within a preset time period before and after the cut-in time at which the second vehicle cuts into the first lane Problem data.
  • the on-board sensor of the first vehicle can collect problem data in the preset time period before and after the cut-in time when the second vehicle cuts into the first lane, such as through a vehicle-mounted camera.
  • FIG. 5 shows a schematic structural diagram of a cruise control system proposed by an embodiment of the present disclosure.
  • the system includes:
  • the first calculation module 501 is configured to calculate that the first vehicle is in the preset recognition area when the first vehicle is in the first lane and there is a second vehicle in the second lane adjacent to the first lane The stopping time of the external brake;
  • the parameter acquisition module 502 is configured to acquire a first motion parameter of the second vehicle, where the first motion parameter includes at least one of a first speed parameter, a first distance parameter, and a first angle parameter;
  • the second calculation module 503 is configured to calculate the probability of the second vehicle entering the first lane according to the first motion parameter
  • the vehicle control module 504 is configured to control the first vehicle to stop when the cut-in probability is greater than or equal to the preset cut-in probability, and the braking time is less than the preset braking time.
  • the vehicle control module 504 can associate the sensors and actuators of the first vehicle, such as the steering wheel angle sensor, the yaw acceleration sensor, the electronic stability system, etc., so as to realize the horizontal and vertical control of the first vehicle.
  • the sensors and actuators of the first vehicle such as the steering wheel angle sensor, the yaw acceleration sensor, the electronic stability system, etc.
  • the second calculation module 503 includes:
  • the first probability calculation sub-module is configured to determine that the second vehicle cuts into the second vehicle according to the first angle parameter and the first distance parameter when the first speed parameter of the second vehicle is zero Probability of cutting into a lane;
  • the second probability calculation sub-module is used to calculate the travel time of the second vehicle according to the first speed parameter and the first distance parameter when the first speed parameter of the second vehicle is not zero , And determine the cut-in probability of the second vehicle to cut into the first lane according to the first angle parameter and the travel time.
  • the first calculation module 501 includes:
  • the parameter acquisition sub-module is used to acquire the second motion parameter and braking safety time of the first vehicle, the second motion parameter includes a driving speed parameter and a driving acceleration parameter;
  • the braking time calculation sub-module is used to calculate the braking deceleration time of the first vehicle according to the driving speed parameter and the driving acceleration parameter;
  • the braking time calculation submodule is further configured to calculate the braking time of the first vehicle according to the braking deceleration time and the braking safety time.
  • system further includes:
  • the human-computer interaction module is configured to prompt the driver to control the first vehicle if the second vehicle does not cut into the first lane within a preset static time;
  • the human-machine interaction module is further configured to, if the second vehicle cuts into the first lane within a preset static time, an alarm is issued for the cut-in behavior of the second vehicle.
  • the vehicle control module 504 is further configured to:
  • the first vehicle is controlled to stop and the driver is prompted to control the first vehicle.
  • the parameter acquisition module 502 is further configured to acquire location information of the first vehicle
  • the vehicle control module 504 is further configured to control the target vehicle to decelerate when the position information and the preset recognition area reach a preset deceleration distance, and the preset deceleration distance is determined by the current driving of the first vehicle. Speed, preset travel speed and deceleration acceleration are calculated.
  • the parameter acquisition module 502 is further configured to acquire when the cut-in probability is less than the preset cut-in probability and the second vehicle cuts into the first lane Problem data within a preset time period before and after the time at which the second vehicle cuts into the first lane.
  • the above-mentioned modules are limited to functional limitations. In actual applications, they can be integrated into the same physical module.
  • the above-mentioned first calculation module 501 and the first calculation module 501 can be realized by the central control module of the first vehicle. 2. Functions of the calculation module 502 and so on.
  • An embodiment of the present disclosure also provides a vehicle, the vehicle includes a system that implements the cruise control method as described above; or, the vehicle includes the cruise control system as described above.
  • the cruise control control system and the vehicle have the same advantages as the foregoing cruise control method over the prior art, which will not be repeated here.
  • the motion parameters of the second vehicle on the adjacent second lane can be used, Predict the probability of the second vehicle entering the first lane, and determine whether the first vehicle will stop according to the probability of entering and the stopping time of the first vehicle, so that there is no need to drive during the process of controlling the first vehicle to pass through the preset recognition area
  • the operator temporarily takes over the control of the first vehicle, improves the driver’s driving experience, and can effectively avoid the economic loss or safety hazard of the driver caused by the second vehicle in the adjacent lane, reduce the cost of automatic driving, and improve its safety.
  • the device embodiments described above are merely illustrative.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in One place, or it can be distributed to multiple network units.
  • Some or all of the modules can be selected according to actual needs to achieve the objectives of the solutions of the embodiments. Those of ordinary skill in the art can understand and implement it without creative work.
  • the various component embodiments of the present disclosure may be implemented by hardware, or by software modules running on one or more processors, or by a combination of them.
  • a microprocessor or a digital signal processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in the computing processing device according to the embodiments of the present disclosure.
  • DSP digital signal processor
  • the present disclosure can also be implemented as a device or device program (for example, a computer program and a computer program product) for executing part or all of the methods described herein.
  • Such a program for realizing the present disclosure may be stored on a computer-readable medium, or may have the form of one or more signals.
  • Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.
  • FIG. 6 shows a computing processing device that can implement the method according to the present disclosure.
  • the computing processing device traditionally includes a processor 1010 and a computer program product in the form of a memory 1020 or a computer readable medium.
  • the memory 1020 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), EPROM, hard disk, or ROM.
  • the memory 1020 has a storage space 1030 for executing program codes 1031 of any method steps in the above methods.
  • the storage space 1030 for program codes may include various program codes 1031 respectively used to implement various steps in the above method. These program codes can be read from or written into one or more computer program products.
  • Such computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks.
  • Such a computer program product is usually a portable or fixed storage unit as described with reference to FIG. 7.
  • the storage unit may have storage segments, storage spaces, etc., arranged similarly to the memory 1020 in the computing processing device of FIG. 6.
  • the program code can be compressed in an appropriate form, for example.
  • the storage unit includes computer-readable code 1031', that is, code that can be read by a processor such as 1010, which, when run by a computing processing device, causes the computing processing device to execute the method described above. The various steps.
  • any reference signs placed between parentheses should not be constructed as a limitation to the claims.
  • the word “comprising” does not exclude the presence of elements or steps not listed in the claims.
  • the word “a” or “an” preceding an element does not exclude the presence of multiple such elements.
  • the present disclosure can be realized by means of hardware including several different elements and by means of a suitably programmed computer. In the unit claims listing several devices, several of these devices may be embodied in the same hardware item.
  • the use of the words first, second, and third, etc. do not indicate any order. These words can be interpreted as names.
  • the above descriptions are only preferred embodiments of the present disclosure, and are not intended to limit the present disclosure. Any modification, equivalent replacement and improvement made within the spirit and principle of the present disclosure shall be included in the protection of the present disclosure. Within range.

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  • Regulating Braking Force (AREA)

Abstract

一种巡航控制方法、***及车辆，应用于第一车辆（401），当第一车辆（401）于第一车道（4011）上行驶时，在第一车辆（401）从所处的第一车道（4011）进入预设识别区域（403），从而在预设识别区域（403）完成车辆身份识别之前，可以根据相邻的第二车道（4021）上第二车辆（402）的运动参数，预测第二车辆（402）切入第一车道（4011）的切入概率，并根据切入概率以及第一车辆（401）的刹停时间确定第一车辆（401）是否刹停，从而在控制第一车辆（401）通过预设识别区域（403）过程中，无需驾驶员临时接管控制第一车辆（401），提高驾驶员的驾驶体验，并能够有效避免相邻车道第二车辆（402）切入造成驾驶员的经济损失或安全隐患，降低自动驾驶的成本，提高其安全性。

Description

一种巡航控制方法、***及车辆
相关申请的交叉引用
本公开要求在2020年04月20日提交中国专利局、申请号为202010313650.7、名称为“一种巡航控制方法、***及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及汽车技术领域，特别涉及一种巡航控制方法、***及车辆。
背景技术
当前，为了减轻驾驶者疲劳、提高驾驶者使用体验，汽车的自动控制、驾驶技术得到了长足的发展。
自适应巡航控制(Adaptive Cruise Control，ACC)***是一种智能化的自动控制***，在保持驾驶者对自车预先设定的车速行驶的同时，还能够根据纵向道路上自车与其他车辆的距离、其他车辆的速度等对自车的车速进行调整，以保证安全距离。
但是，当车辆行驶在高速公路、桥梁时，需通过对应的高速电子收费(Electronic Toll Collection，ETC)***进行缴费，但是ETC***的识别距离有限，在车辆低速行驶通过的情况下才能成功识别车牌进行收费，在这种情况下，相邻车道的其他车辆如果加速切入，则极易被盗刷ETC***，而ACC***可识别纵向道路的其他车辆，但是对于横向道路尤其是其他车辆在相邻车道切入则难以自动识别，在其他车辆从相邻车道切入时，需要驾驶员根据驾驶经验控制车辆，造成驾驶操作的不便，进一步导致驾驶员经济损失或安全隐患。
发明内容
有鉴于此，本公开旨在提出一种巡航控制方法、***及车辆，以解决现有车辆在高速公路、桥梁等自动驾驶，且通过ETC***时无法准确、及时识别相邻车道其他车辆切入、盗刷的行为，从而导致驾驶员需临时切换使得驾驶操作不便，并且进一步可能导致驾驶员的经济损失或安全隐患的问题。
为达到上述目的，本公开的技术方案是这样实现的：
一种巡航控制方法，应用于第一车辆，该方法可以包括：
在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间；
获取所述第二车辆的第一运动参数，所述第一运动参数包括第一速度参数、第一距离参数和第一角度参数中的至少一种；
根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率；
在所述切入概率大于或等于预设切入概率，且所述刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停。
进一步地，所述的方法中，所述根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率，包括：
在所述第二车辆的第一速度参数为零的情况下，根据所述第一角度参数与所述第一距离参数确定所述第二车辆切入所述第一车道的切入概率；
在所述第二车辆的第一速度参数不为零的情况下，根据所述第一速度参数与所述第一距离参数计算所述第二车辆的行驶时间，并根据所述第一角度参数与所述行驶时间确定所述第二车辆切入所述第一车道的切入概率。
进一步地，所述的方法中，所述在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间，包括：
获取所述第一车辆的第二运动参数以及刹车安全时间，所述第二运动参数包括行驶速度参数和行驶加速度参数；
根据所述行驶速度参数与所述行驶加速度参数，计算所述第一车辆的刹车减速时间；
根据所述刹车减速时间以及所述刹车安全时间，计算所述第一车辆的刹停时间。
进一步地，所述的方法中，所述在所述切入概率大于或等于预设切入概率，且所述刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停之后，还包括：
在预设静止时间内若所述第二车辆未切入所述第一车道，则提示驾驶员控制所述第一车辆；
在预设静止时间内若所述第二车辆切入所述第一车道，则针对所述第二车辆的切入行为进行告警。
进一步地，所述的方法中，所述根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率之后，还包括：
在所述切入概率小于所述预设切入概率的情况下，控制所述第一车辆以预设行驶速度进入预设识别区域；
在接收到成功识别信息情况下，控制所述第一车辆离开预设识别区域；
在未接收到成功识别信息的情况下，控制所述第一车辆刹停并提示驾驶员控制所述第一车辆。
进一步地，所述的方法中，所述在所述第一车辆处于第一车道，且所述 第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间之前，还包括：
获取所述第一车辆的位置信息；
在所述位置信息与所述预设识别区域达到预设减速距离时控制所述目标车辆进行减速，所述预设减速距离由所述第一车辆当前行驶速度、预设行驶速度、减速加速度计算得到。
进一步地，所述的方法中，所述根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率之后，还包括：
在所述切入概率小于所述预设切入概率，且所述第二车辆切入所述第一车道的情况下，获取所述第二车辆切入所述第一车道的切入时刻前后预设时间段内的问题数据。
本公开实施例的另一目的还在于提出一种巡航控制***，应用于第一车辆，所述***包括：
第一计算模块，用于在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间；
参数获取模块，用于获取所述第二车辆的第一运动参数，所述第一运动参数包括第一速度参数、第一距离参数和第一角度参数中的至少一种；
第二计算模块，用于根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率；
车辆控制模块，用于在所述切入概率大于或等于预设切入概率，且所述刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停。
进一步地，所述的***中，所述第二计算模块，包括：
第一概率计算子模块，用于在所述第二车辆的第一速度参数为零的情况下，根据所述第一角度参数与所述第一距离参数确定所述第二车辆切入所述第一车道的切入概率；
第二概率计算子模块，用于在所述第二车辆的第一速度参数不为零的情况下，根据所述第一速度参数与所述第一距离参数计算所述第二车辆的行驶时间，并根据所述第一角度参数与所述行驶时间确定所述第二车辆切入所述第一车道的切入概率。
进一步地，所述的***中，所述第一计算模块，包括：
参数获取子模块，用于获取所述第一车辆的第二运动参数以及刹车安全时间，所述第二运动参数包括行驶速度参数和行驶加速度参数；
刹停时间计算子模块，用于根据所述行驶速度参数与所述行驶加速度参数，计算所述第一车辆的刹车减速时间；
所述刹停时间计算子模块，还用于根据所述刹车减速时间以及所述刹车 安全时间，计算所述第一车辆的刹停时间。
进一步地，所述的***中，还包括：
人机交互模块，用于在预设静止时间内若所述第二车辆未切入所述第一车道，则提示驾驶员控制所述第一车辆；
所述人机交互模块，还用于在预设静止时间内若所述第二车辆切入所述第一车道，则针对所述第二车辆的切入行为进行告警。
进一步地，所述的***中，所述车辆控制模块还用于：
在所述切入概率小于所述预设切入概率的情况下，控制所述第一车辆以预设行驶速度进入预设识别区域；
在接收到成功识别信息情况下，控制所述第一车辆离开预设识别区域；
在未接收到成功识别信息的情况下，控制所述第一车辆刹停并提示驾驶员控制所述第一车辆。
进一步地，所述的***中，所述参数获取模块，还用于获取所述第一车辆的位置信息；
所述车辆控制模块，还用于在所述位置信息与所述预设识别区域达到预设减速距离时控制所述目标车辆进行减速，所述预设减速距离由所述第一车辆当前行驶速度、预设行驶速度和减速加速度计算得到。
进一步地，所述的***中，所述参数获取模块，还用于在所述切入概率小于预设切入概率，且所述第二车辆切入所述第一车道的情况下，获取所述第二车辆切入所述第一车道的切入时刻前后预设时间段内的问题数据。
本公开的再一目的在于提出一种车辆，所述车辆包括实现如上所述的巡航控制方法的***；或，所述车辆包括如上所述的巡航控制***。
相对于在先技术，本公开所述的巡航控制方法、***及车辆具有以下优势：
在第一车辆从所处的第一车道进入预设识别区域，从而在预设识别区域完成车辆身份识别之前，可以根据相邻的第二车道上第二车辆的运动参数，预测该第二车辆切入第一车道的切入概率，并根据该切入概率以及第一车辆的刹停时间确定第一车辆是否刹停，从而在控制第一车辆通过预设识别区域过程中，无需驾驶员临时接管控制第一车辆，提高驾驶员的驾驶体验，并能够有效避免相邻车道第二车辆切入造成驾驶员的经济损失或安全隐患，降低自动驾驶的成本，提高其安全性。
上述说明仅是本公开技术方案的概述，为了能够更清楚了解本公开的技术手段，而可依照说明书的内容予以实施，并且为了让本公开的上述和其它目的、特征和优点能够更明显易懂，以下特举本公开的具体实施方式。
附图说明
为了更清楚地说明本公开实施例或相关技术中的技术方案，下面将对实施例或相关技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
构成本公开的一部分的附图用来提供对本公开的进一步理解，本公开的示意性实施例及其说明用于解释本公开，并不构成对本公开的不当限定。在附图中：
图1为本公开实施例中提出的一种巡航控制方法的流程示意图；
图2为本公开实施例中提出的另一种巡航控制方法的步骤流程图；
图3是本公开实施例中提供的运动参数与切入概率的关系示意图；
图4为本公开实施例中提供的一种巡航控制方法的应用场景示意图；
图5为本公开实施例所提出的一种巡航控制***的结构示意图；
[根据细则26改正10.06.2021]　
图6示意性地示出了用于执行根据本公开的方法的计算处理设备的框图；
[根据细则26改正10.06.2021]　
图7示意性地示出了用于保持或者携带实现根据本公开的方法的程序代码的存储单元;
图8为ISO标准中规定的当前行驶速度与加速度的关系示意图；并且
图9为ISO标准中规定的当前行驶速度与加速度变化率的关系示意图。
具体实施例
下面将参考附图更详细地描述本申请的实施例。虽然附图中显示了本申请的实施例，然而应当理解，可以以各种形式实现本申请而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更彻底地理解本申请，并且能够将本申请的范围完整地传达给本领域的技术人员。
需要说明的是，在不冲突的情况下，本公开中的实施例及实施例中的特征可以相互组合。
下面将参考附图并结合实施例来详细说明本公开。
请参阅图1，示出了本公开实施例所提供的一种巡航控制方法的流程示意图，本公开实施例所提供的巡航控制方法，应用于第一车辆，所述方法包括步骤101至步骤104。
本公开实施例所提供的巡航控制方法，适用于搭载ACC***能够实现自动控制、自动驾驶的第一车辆，ACC***可以基于驾驶员设定的速度控制第一车辆在第一车道上行驶，并通过第一车辆的车载传感器采集第一车道或其他车道的其他车辆的参数进行加速、减速或刹停控制，从而实现第一车辆的自动驾驶，可选地，传感器可以包括毫米波雷达、激光雷达、摄像头等。
步骤101、在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间。
本公开实施例中，在第一车辆行驶在第一车道的过程中，可以采集相邻车道的第二车道上其他车辆的参数信息，可选地，第二车道可以是与第一车道一侧相邻的一条车道，也可以是与第一车道两侧相邻的两条车道，第二车辆可以是第二车道上与第一车辆相隔预设距离的至少一个车辆。其中，可以通过第一车辆的车载传感器初步采集第二车道上其他车辆与第一车辆的距离信息，从而确定第二车道上的其他车辆中是否存在第二车辆。
本公开实施例中，ETC***可以包括车辆识别设备、栏杆等，其中预设识别区域可以是车辆识别设备通过车辆的信息识别车辆，从而进行收费，控制栏杆抬起放行的范围，根据不同的车辆识别设备参数，预设识别区域的区域形状、大小可能有所不同，当车辆进入该预设识别区域后，车辆识别设备可以采集并识别车辆信息，并在识别成功后抬起栏杆放行，如果抬起栏杆后，相邻车道的其他车辆迅速切入，而由于ACC***无法应对相邻车道车辆切入的情况，需要临时紧急切换驾驶员控制车辆，使得操作难度较大，影响驾驶员体验，进一步还可能则会造成驾驶员经济损失甚至安全隐患。
此时，可以计算第一车辆在当前行驶速度下进行刹车，最终停止位置位于预设识别区域外的刹停时间，使得第一车辆能够及时刹停，从而避免第一车辆进入预设识别区域后与车辆识别设备交互识别成功，而第二车辆切入第一车道盗刷的情况。可选地，可以根据第一车辆与预设识别区域边缘或中心位置的距离、第一车辆的行驶速度以及第一车辆可选的加速度等计算第一车辆的刹停时间。
步骤102、获取所述第二车辆的第一运动参数，所述第一运动参数包括第一速度参数、第一距离参数和第一角度参数中的至少一种。
本公开实施例中，还可以通过第一车辆的车载传感器获取第二车辆的第一运动参数，其中，第一运动参数可以是描述第二车辆移动状态的信息参数，可以包括第一速度参数、第一距离参数、第一角度参数等。可选地，第一速度参数可以包括第二车辆的横向速度、纵向速度、横向加速度、纵向加速度等；第一距离参数可以是第二车辆距离第一车道最近一侧车道线的垂直距离，也可以是沿夹角方向的距离；第一角度参数可以是第二车辆与第一车道最近一侧车道线的夹角等，本公开实施例对采集第二车辆运动参数的种类不作具体限定。进一步地，在获取第二车辆的第一运动参数时，可以先获取第二车辆的角度参数，从而初步确定第二车辆是否可能发生切入行为，当第二车辆的与第车道最近一侧车道线的夹角为0时，可以认为第二车辆为直行，发生切入行为的概率较低，可以不进行进一步运动参数的采集，反之则认为第二车辆可能发生切入行为进一步采集对应的运动参数，从而确定第二车辆的切入概率。
另外，也可以根据第二车辆的运动参数预测第二车辆的运动轨迹，从而 确定第二车辆在预设区域外是否存在与第一车辆的碰撞点，当确定第二车辆在预设区域外存在与第一车辆的碰撞点时，可以根据该碰撞点至第一车辆的距离、第一车辆的行驶速度以及第一车辆的减速加速度取值范围等计算第一车辆的刹停时间，从而避免第二车辆的切入行为造成的第一车辆的安全隐患。
步骤103、根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率。
本公开实施例中，可以根据第二车辆的第一运动参数确定第二车辆切入第一车道的切入概率，可选地，可以通过采集车辆的历史运动参数，以及车辆的历史行为数据，分别确定车辆在不同运动参数下不同行为的发生概率，如直行、转弯、换道等等，从而获得在采集第二车辆的第一运动参数后，可以根据第一运动参数确定第二车辆的切入行为的发生概率。
步骤104、在所述切入概率大于或等于预设切入概率，且所述刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停。
本公开实施例中，预设切入概率可以用于对应第二车辆还未实行切入行为，但是已确定将要进行切入行为的概率，如预设切入概率可以是80％，当根据运动参数确定的切入概率为80％时，则说明第二车辆的切入行为还未发生，但可以确定必然要发生；另外，预设切入概率也可以用于对应第二车辆已经开始实行切入行为，如预设切入概率可以是90％，可以认为第二车辆已经开始实行切入行为，本领域技术人员可以根据实际需求设置对应的预设切入概率。
本公开实施例中，当切入概率大于预设切入概率时可以认为第二车辆即将或已经实行了对第一车道的切入行为，此时，可以判断第一车辆在预设识别区域外或碰撞点前刹车的刹车时间是否小于预设刹车时间，预设刹车时间可以是经过第一车辆历史运行参数分析得到的，如第一车辆在历史运行参数中相近的刹车距离下，安全、及时、平稳地刹车所需的时间，在刹车时间大于或等于预设刹车时间的情况下，第一车辆的刹车过程可能会有安全隐患或者刹车过程较为颠簸，体验较差，可以在等待一段时间第一车辆距离预设识别区域后重新计算刹停时间，在刹车时间小于预设刹车时间时，即可对第一车辆进行刹停。
图2是本公开实施例中提供的另一种巡航控制方法的步骤流程图，如图2所示，在图1的基础上，可选地，所述步骤103，包括：
子步骤1031、在所述第二车辆的第一速度参数为零的情况下，根据所述第一角度参数与所述第一距离参数确定所述第二车辆切入所述第一车道的切入概率。
子步骤1032、在所述第二车辆的第一速度参数不为零的情况下，根据所述第一速度参数与所述第一距离参数计算所述第二车辆的行驶时间，并根据 所述第一角度参数与所述行驶时间确定所述第二车辆切入所述第一车道的切入概率。
本公开实施例中，可以根据第二车辆的第一速度参数选择不同的方式确定切入概率，如当第一速度参数为0时，即第二车辆为静止状态，此时，可以根据第二车辆的第一角度参数与第一距离参数确定第二车辆切入所述第一车道的切入概率，根据对车辆历史运动参数以及历史行为数据的统计分析可以确定，如在第一角度参数越大，第一距离参数越小时切入概率越大；当第一速度参数不为0时，即第二车辆为移动状态，此时，可以根据第二车辆的运动参数计算第二车辆的行驶时间，该行驶时间可以是第二车辆达到第一车道最近一侧车道线的时间。可选地，可以通过如下公式计算得到第二车辆的行驶时间：
d y＝v y*t+(at 2)/2     (1)
其中，d y为第二车辆与第一车道最近一侧车道线的横向距离、v y为第二车辆横向行驶速度、a为第二车辆横向加速度、t为第二车辆的行驶时间，在求出第二车辆的行驶时间后可以根据对车辆历史运动参数以及历史行为数据的统计分析得到的第一角度参数、行驶时间与切入概率的关系确定第二车辆此时的切入概率，从而保证第二车辆切入概率计算的准确性。
图3是本公开实施例中提供的运动参数与切入概率的关系示意图，如图3所示，在第一速度参数不为0的情况下，根据计算得到的行驶时间以及第一角度参数，可以唯一确定第二车辆的切入概率。
可选地，所述步骤101，包括：
子步骤1011、获取所述第一车辆的第二运动参数以及刹车安全时间，所述第二运动参数包括行驶速度参数和行驶加速度参数。
子步骤1012、根据所述行驶速度参数与所述行驶加速度参数，计算所述第一车辆的刹车减速时间；
子步骤1013、根据所述刹车减速时间以及所述刹车安全时间，计算所述第一车辆的刹停时间。
本公开实施例中，第一车辆的刹车时间可以包括刹车减速时间以及安全时间，其中，安全时间可以包括第一车辆从确认进行刹车到实际执行刹车的反应时间等；行驶加速度参数可以是减速加速度，即方向与行驶速度相反的加速度，刹车减速时间可以是在施加减速加速度的情况下，第一车辆的行驶速度减为0所需的时间，减速加速度的值可以根据第一车辆距离预设识别区域的边缘或中心距离，或者距离碰撞点的具体确定，可以是定值也可以是随刹车过程变换的值。可选地，通过采集第一车辆的行驶速度参数和行驶加速度参数，可以计算得到第一车辆的刹车减速时间，再将刹车减速时间与安全 时间相加，即可得到第一车辆实际刹停所需的刹车时间。
可选地，所述步骤104之后，该方法还可以包括：
步骤105、在预设静止时间内若所述第二车辆未切入所述第一车道，则提示驾驶员控制所述第一车辆。
步骤106、在预设静止时间内若所述第二车辆切入所述第一车道，则针对所述第二车辆的切入行为进行告警。
本公开实施例中，当控制第一车辆刹停后可以控制第一车辆在预设静止时间内静止，以等待第二车辆的反应，当第二车辆未切入第一车道时，则可能是切入概率判断失误，或第二车辆停止了切入行为，此时可以提示驾驶员接管第一车辆，对第一车辆进行控制驾驶，或者，也可以根据驾驶员的预先设定控制第一车辆重新启动，按照预定速度进行自动驾驶；当第二车辆切入第一车道时，可以针对第二车辆的切入行为进行告警，可选地，可以是对驾驶员进行告警，如输出“前方车辆切入车道，有碰撞危险”等的语音或文本，或者，也可以是对第二车辆进行告警，如输出“您的操作违规，风险较大”等的语音或文本，也可以将拍摄得到第二车辆的切入行为的视频数据发送至交通监管部门进行告警等，本公开实施例对告警的对象和方式不作限定。
可选地，步骤103之后，该方法还可以包括：
在所述切入概率小于所述预设切入概率的情况下，控制所述第一车辆以预设行驶速度进入预设识别区域。
本公开实施例中，在切入概率小于预设切入概率时，可以认为第二车辆进行切入行为的概率较低，此时，可以控制第一车辆以预设行驶速度进入预设识别区域，其中，预设行驶速度是便于预设识别区域中车辆识别设备对第一车辆进行识别的行驶速度，通常低于第一车辆的行驶速度，在第一车辆进入预设识别区域后，预设识别区域内的车辆识别设备可以开始对第一车辆进行识别，可选地，预设识别区域可以是距车辆识别设备3米、5米范围内等。
在接收到成功识别信息情况下，控制所述第一车辆离开预设识别区域。
在未接收到成功识别信息的情况下，控制所述第一车辆刹停并提示驾驶员控制所述第一车辆。
本公开实施例中，车辆识别设备可以通过获取车辆的车牌信息、车主的证件信息等识别第一车辆，在对第一车辆识别成功后车辆识别设备可以根据第一车辆的电子标签信对第一车辆进行识别并向第一车辆发送识别信号，第一车辆在接收到该识别信号后，可以根据该识别信号确定车辆识别设备是否对第一车辆识别成功，如识别成功则预设识别区域内的栏杆抬起，第一车辆可以离开预设识别区域，如未收到识别信号或接收到指示识别失败的识别信号，则可以控制第一车辆刹停，并提示驾驶员控制第一车辆。
图4是本公开实施例中提供的一种巡航控制方法的应用场景示意图，如 图4所示，包括第一车辆401、第一车道4011、第二车辆402、第二车道4021、预设识别区域403，其中，预设识别区域403包括车辆识别设备4031、栏杆4032以及预设识别区域边缘线4033。
在图4中，可以看出第二车辆402与第一车道4011最近一侧的距离较近，且夹角较大，此时，可以认为第一车辆401高概率出现从第二车道4021切入第一车道4011。此时，如果计算第一车辆401的刹停时间小于预设刹停时间，即可对该第一车辆401进行刹停，使其停止在预设识别区域边缘线4033前，等待第二车辆402切入行为结束且通过预设识别区域403后再控制第一车辆401通过该预设识别区域403。
第一车辆401在通过预设识别区域403时可以以预设行驶速度移动，在第一车辆401经过车辆识别设备4031时，车辆识别设备4031可以对第一车辆401的电子标签进行识别，第一车辆401可以接收车辆识别设备4031发送的识别信号，以确定对第一车辆401的识别是否成功，从而确定后续控制第一车辆401通过抬起的栏杆4032离开预设识别区域，或控制第一车辆401刹停并提示驾驶员控制车辆。
可选地，所述步骤101之前，该方法还可以包括：
获取所述第一车辆的位置信息；
在所述位置信息与所述预设识别区域达到预设减速距离时控制所述目标车辆进行减速，所述预设减速距离由所述第一车辆当前行驶速度、预设行驶速度和减速加速度计算得到。
本公开实施例中，从第一车辆进入预设识别区域之前，为了使其达到车辆识别设备可识别的预设行驶速度，可以对其进行减速，以第一车辆当前行驶速度为120千米每小时，预设行驶速度为20千米每小时为例，为了提高减速过程中驾驶员的体验，可以控制第一车辆的当前行驶速度实现120至60至40至20千米每小时的梯度递减，从而保证第一车辆在减速过程中的平稳、安全。
可选地，先获取第一车辆的位置信息和预设识别区域的位置信息，由于需要第一车辆在进入预设识别区域前减速完成，因此，预设识别区域的位置信息可以是该预设识别区域与第一车辆最近一侧的位置信息，其中，位置信息可以通过第一车辆的GPS(Global Positioning System，全球定位***)、道路地图信息等确定本公开实施例对此不作具体限制。
在获得第一车辆的位置信息和预设识别区域的位置信息后，也可以依据如下基础公式计算行驶时间：
Figure PCTCN2021088124-appb-000001
其中，d为第一车辆的位置信息和预设识别区域的位置信息的距离、v 0为 第一车辆当前速度、v 1为第一车辆预设行驶速度、a为第一车辆减速加速度。可选地，可以根据第一车辆历史运动参数中加速加速度参数的大小以及驾驶员反馈的减速体验数据，确定减速加速度斜率、减速加速度极限值，从而在减速的过程中，实现第一车辆舒适减速控制，防止车辆顿挫情况出现。
本公开实施例中，在实际应用中减速加速度可以根据ISO(International Standard Organization，国际标准化组织)标准得到，ISO标准是ISO制定的除电工标准以外的各个技术领域的国际标准，其中，对加速度和加速度斜率提出如下规定：
[根据细则26改正10.06.2021]　
[根据细则26改正10.06.2021]　
如图8所示，X轴为当前行驶速度(m\s)、Y轴为减速加速度值(m\s2);
[根据细则26改正10.06.2021]　
[根据细则26改正10.06.2021]　
如图9所示,X轴为当前行驶速度(m\s)、Y轴为减速加速度变化率(m\s 3)
从上述ISO标准中可以看到，为了保证行车安全，第一车辆在低速段5m\s时，可以采用的最大减速加速度为-5m\s 2的，例如第一车辆的减速加速度从0m\s 2变为-5m\s 2；进一步地，依据标准也可以限定减速加速度变化率，可以小于等于-5m\s 3；在高速段20m\s以上，可以采用的最大减速加速度为-3.5m\s 2，减速加速度变化率大于或等于2.5m\s 3。本领域技术人员，可以根据第一车辆的型号、规格、历史运动参数等，选择对应范围的减速加速度参数。例如，第一车辆当前行驶速度为60千米每小时，预设行驶速度为20千米每小时，车速从60降低到20千米每小时，则按照-3.5m\s 2执行减速，则根据公式计算，第一车辆需在第一车辆的位置信息和预设识别区域的位置信息的距离为35m时开始减速。通过选择合适的减速加速度对当前行驶速度进行减速，从而使 得减速过程舒适、无感，提升驾驶员的使用体验，另外，可以根据车辆识别设备的要求对应设置预设行驶速度，从而保证车辆识别设备对第一车辆的识别成功率，提高第一车辆通过ETC***收费的效率。
可选地，所述步骤103之后，该方法还可以包括：
在所述切入概率小于所述预设切入概率，且所述第二车辆切入所述第一车道的情况下，获取所述第二车辆切入所述第一车道的切入时刻前后预设时间段内的问题数据。
本公开实施例中，当计算得到的第二车辆切入概率小于预设切入概率时，则说明第二车辆进行切入行为的概率较低，但是，如果在后续过程中第二车辆切入第一车道，则说明前述运动参数与切入概率的对应关系可能存在错误，此时，可以通过第一车辆的车载传感器采集二车辆切入第一车道的切入时刻前后预设时间段内的问题数据，如通过车载摄像头获取切入时刻前后15秒第二车辆的视频数据，通过距离传感器获取切入时刻前后20秒第二车辆的运动轨迹数据等，从而用于完善、更新运动参数与切入概率的对应关系，保证后续切入概率计算的准确性。
本公开的另一目标在于提出一种巡航控制***，应用于第一车辆，其中，请参阅图5，图5示出了本公开实施例所提出的一种巡航控制***的结构示意图，所述***包括：
第一计算模块501，用于在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间；
参数获取模块502，用于获取所述第二车辆的第一运动参数，所述第一运动参数包括第一速度参数、第一距离参数和第一角度参数中的至少一种；
第二计算模块503，用于根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率；
车辆控制模块504，用于在所述切入概率大于或等于预设切入概率，且所述刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停。
本公开实施例中，车辆控制模块504可以关联第一车辆的传感器和执行器，如关联方向盘转角传感器、横摆角加速度传感器、电子稳定***等，从而实现第一车辆的横纵向控制。
可选地，所述的***中，所述第二计算模块503，包括：
第一概率计算子模块，用于在所述第二车辆的第一速度参数为零的情况下，根据所述第一角度参数与所述第一距离参数确定所述第二车辆切入所述第一车道的切入概率；
第二概率计算子模块，用于在所述第二车辆的第一速度参数不为零的情况下，根据所述第一速度参数与所述第一距离参数计算所述第二车辆的行驶 时间，并根据所述第一角度参数与所述行驶时间确定所述第二车辆切入所述第一车道的切入概率。
可选地，所述的***中，所述第一计算模块501，包括：
参数获取子模块，用于获取所述第一车辆的第二运动参数以及刹车安全时间，所述第二运动参数包括行驶速度参数和行驶加速度参数；
刹停时间计算子模块，用于根据所述行驶速度参数与所述行驶加速度参数，计算所述第一车辆的刹车减速时间；
所述刹停时间计算子模块，还用于根据所述刹车减速时间以及所述刹车安全时间，计算所述第一车辆的刹停时间。
可选地，所述的***中，还包括：
人机交互模块，用于在预设静止时间内若所述第二车辆未切入所述第一车道，则提示驾驶员控制所述第一车辆；
所述人机交互模块，还用于在预设静止时间内若所述第二车辆切入所述第一车道，则针对所述第二车辆的切入行为进行告警。
可选地，所述的***中，所述车辆控制模块504还用于：
在所述切入概率小于所述预设切入概率的情况下，控制所述第一车辆以预设行驶速度进入预设识别区域；
在接收到成功识别信息情况下，控制所述第一车辆离开预设识别区域；
在未接收到成功识别信息的情况下，控制所述第一车辆刹停并提示驾驶员控制所述第一车辆。
可选地，所述的***中，所述参数获取模块502，还用于获取所述第一车辆的位置信息；
所述车辆控制模块504，还用于在所述位置信息与所述预设识别区域达到预设减速距离时控制所述目标车辆进行减速，所述预设减速距离由所述第一车辆当前行驶速度、预设行驶速度和减速加速度计算得到。
可选地，所述的***中，所述参数获取模块502，还用于在所述切入概率小于所述预设切入概率，且所述第二车辆切入所述第一车道的情况下，获取所述第二车辆切入所述第一车道的切入时刻前后预设时间段内的问题数据。
另外，本公开实施例中，上述各模块仅限于功能上的限定，在实际应用中可以集成在通过同一实体模块实现，如可以通过第一车辆的中央控制模块实现上述第一计算模块501、第二计算模块502等的功能。
本公开实施例还提出了一种车辆，所述车辆包括实现如上所述的巡航控制方法的***；或，所述车辆包括如上所述的巡航控制***。
所述巡航控制控制***、车辆与上述巡航控制方法相对于现有技术所具有的优势相同，在此不再赘述。
综上所述，在第一车辆从所处的第一车道进入预设识别区域，从而在预 设识别区域完成车辆身份识别之前，可以根据相邻的第二车道上第二车辆的运动参数，预测该第二车辆切入第一车道的切入概率，并根据该切入概率以及第一车辆的刹停时间确定第一车辆是否刹停，从而在控制第一车辆通过预设识别区域过程中，无需驾驶员临时接管控制第一车辆，提高驾驶员的驾驶体验，并能够有效避免相邻车道第二车辆切入造成驾驶员的经济损失或安全隐患，降低自动驾驶的成本，提高其安全性。
所属领域的技术人员可以清楚地了解到，为描述的方便和简洁，上述描述的***、装置和单元的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
本公开的各个部件实施例可以以硬件实现，或者以在一个或者多个处理器上运行的软件模块实现，或者以它们的组合实现。本领域的技术人员应当理解，可以在实践中使用微处理器或者数字信号处理器(DSP)来实现根据本公开实施例的计算处理设备中的一些或者全部部件的一些或者全部功能。本公开还可以实现为用于执行这里所描述的方法的一部分或者全部的设备或者装置程序(例如，计算机程序和计算机程序产品)。这样的实现本公开的程序可以存储在计算机可读介质上，或者可以具有一个或者多个信号的形式。这样的信号可以从因特网网站上下载得到，或者在载体信号上提供，或者以任何其他形式提供。
例如，图6示出了可以实现根据本公开的方法的计算处理设备。该计算处理设备传统上包括处理器1010和以存储器1020形式的计算机程序产品或者计算机可读介质。存储器1020可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器1020具有用于执行上述方法中的任何方法步骤的程序代码1031的存储空间1030。例如，用于程序代码的存储空间1030可以包括分别用于实现上面的方法中的各种步骤的各个程序代码1031。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如参考图7所述的便携式或者固定存储单元。该存储单元可以具有与图6的计算处理设备中的存储器1020类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元 包括计算机可读代码1031’，即可以由例如诸如1010之类的处理器读取的代码，这些代码当由计算处理设备运行时，导致该计算处理设备执行上面所描述的方法中的各个步骤。
本文中所称的“一个实施例”、“实施例”或者“一个或者多个实施例”意味着，结合实施例描述的特定特征、结构或者特性包括在本公开的至少一个实施例中。此外，请注意，这里“在一个实施例中”的词语例子不一定全指同一个实施例。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本公开的实施例可以在没有这些具体细节的情况下被实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的元件或步骤。位于元件之前的单词“一”或“一个”不排除存在多个这样的元件。本公开可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。以上所述仅为本公开的较佳实施例而已，并不用以限制本公开，凡在本公开的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本公开的保护范围之内。
以上所述，仅为本公开的具体实施方式，但本公开的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本公开揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本公开的保护范围之内。因此，本公开的保护范围应以权利要求的保护范围为准。

Claims (13)

  1. 一种巡航控制方法，应用于第一车辆，其特征在于，所述方法包括：
    在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间；
    获取所述第二车辆的第一运动参数，所述第一运动参数包括第一速度参数、第一距离参数和第一角度参数中的至少一种；
    根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率；
    在所述切入概率大于或等于预设切入概率，且所述刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停。
  2. 根据权利要求1所述的方法，其特征在于，所述根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率，包括：
    在所述第二车辆的第一速度参数为零的情况下，根据所述第一角度参数与所述第一距离参数确定所述第二车辆切入所述第一车道的切入概率；
    在所述第二车辆的第一速度参数不为零的情况下，根据所述第一速度参数与所述第一距离参数计算所述第二车辆的行驶时间，并根据所述第一角度参数与所述行驶时间确定所述第二车辆切入所述第一车道的切入概率。
  3. 根据权利要求1所述的方法，其特征在于，所述在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间，包括：
    获取所述第一车辆的第二运动参数以及刹车安全时间，所述第二运动参数包括行驶速度参数和行驶加速度参数；
    根据所述行驶速度参数与所述行驶加速度参数，计算所述第一车辆的刹车减速时间；
    根据所述刹车减速时间以及所述刹车安全时间，计算所述第一车辆的刹停时间。
  4. 根据权利要求3所述的方法，其特征在于，所述在所述切入概率大于或等于预设切入概率，且所述刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停之后，还包括：
    在预设静止时间内若所述第二车辆未切入所述第一车道，则提示驾驶员控制所述第一车辆；
    在预设静止时间内若所述第二车辆切入所述第一车道，则针对所述第二车辆的切入行为进行告警。
  5. 根据权利要求1所述的方法，其特征在于，所述根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率之后，还包括：
    在所述切入概率小于所述预设切入概率的情况下，控制所述第一车辆以预设行驶速度进入预设识别区域；
    在接收到成功识别信息情况下，控制所述第一车辆离开预设识别区域；
    在未接收到成功识别信息的情况下，控制所述第一车辆刹停并提示驾驶员控制所述第一车辆。
  6. 根据权利要求1所述的方法，其特征在于，所述在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间之前，还包括：
    获取所述第一车辆的位置信息；
    在所述位置信息与所述预设识别区域达到预设减速距离时控制所述目标车辆进行减速，所述预设减速距离由所述第一车辆当前行驶速度、预设行驶速度和减速加速度计算得到。
  7. 根据权利要求1所述的方法，其特征在于，所述根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率之后，还包括：
    在所述切入概率小于所述预设切入概率，且所述第二车辆切入所述第一车道的情况下，获取所述第二车辆切入所述第一车道的切入时刻前后预设时间段内的问题数据。
  8. 一种巡航控制***，应用于第一车辆，其特征在于，所述***包括：
    中央控制模块，用于在所述第一车辆处于第一车道，且所述第一车道相邻的第二车道存在第二车辆的情况下，计算所述第一车辆在预设识别区域外刹停的刹停时间；
    参数获取模块，用于获取所述第二车辆的第一运动参数，所述第一运动参数包括第一速度参数、第一距离参数和第一角度参数中的至少一种；
    第二计算模块，用于根据所述第一运动参数计算所述第二车辆切入所述第一车道的切入概率；
    车辆控制模块，用于在所述切入概率大于或等于预设切入概率，且所述 刹停时间小于预设刹车时间的情况下，控制所述第一车辆刹停。
  9. 根据权利要求8所述的***，其特征在于，所述第二计算模块，包括：
    第一概率计算子模块，用于在所述第二车辆的第一速度参数为零的情况下，根据所述第一角度参数与所述第一距离参数确定所述第二车辆切入所述第一车道的切入概率；
    第二概率计算子模块，用于在所述第二车辆的第一速度参数不为零的情况下，根据所述第一速度参数与所述第一距离参数计算所述第二车辆的行驶时间，并根据所述第一角度参数与所述行驶时间确定所述第二车辆切入所述第一车道的切入概率。
  10. 一种车辆，其特征在于，所述车辆还包括实现如权利要求1-7任一项所述的巡航控制方法的***。
  11. 一种计算处理设备，其特征在于，包括：
    存储器，其中存储有计算机可读代码；以及
    一个或多个处理器，当所述计算机可读代码被所述一个或多个处理器执行时，所述计算处理设备执行如权利要求1-7中任一项所述的巡航控制方法。
  12. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在计算处理设备上运行时，导致所述计算处理设备执行根据权利要求1-7中任一项所述的巡航控制方法。
  13. 一种计算机可读介质，其中存储了如权利要求12所述的计算机程序。
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